I think it's also important to remember that Seattle is very, very space constrained, due to geography.Seattle built a downtown transit tunnel two decades before their downtown saw LRT. They used it for buses.
Minneapolis, not so much.
I think it's also important to remember that Seattle is very, very space constrained, due to geography.Seattle built a downtown transit tunnel two decades before their downtown saw LRT. They used it for buses.
They also immediately ran into problems with that arrangement, because the way it was designed proved insufficient for what they ultimately needed.Seattle built a downtown transit tunnel two decades before their downtown saw LRT. They used it for buses.
That's a case study in both (1) how to plan for future needs; and (2) how *not* to plan for future needs. The good part: they built the tunnel, which they were able to reuse. The bad part: they wasted huge amounts of money by trying to future-proof it by installing light rail tracks at the time it was built. But it turns out they didn't bother to actually 100% engineer what a light rail system would actually need to run through the tunnel, so when they finally built the light rail they had to tear out the existing tracks (and with it, the substrate of the tunnel, forcing extended tunnel closures) to lay new tracks that actually met the demands of their new system. The shared nature of their tunnel also means the trains run substantially more slowly through it than they would in a dedicated tunnel.Seattle built a downtown transit tunnel two decades before their downtown saw LRT. They used it for buses.
This is the more pertinent question instead of blaming Yang. I'll repeat what I said on Twitter last night.What exactly does the City of Minneapolis have to lose by denying municipal consent here?
That is an excellent talking point. Let's go with that.A 6 lane Olson hurts the Northside more than Bottineau will help it
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